Train control and signal system.



Patented July 3, 1917. 2'sHETs-sHEET I.

J. T. THOMPSUN.

TRAIN CONTROL AND SIGNAL SYSTEM.

APPLICATION FILED MAR. F6. 1914. 1,232,123.

M messes:

JAMES T. THOMPSON, OF CHICAGO, ILLINOIS.

TRAIN CONTROL AND SIGNAL SYSTEM.

Specification of Letters Patent.

PatentedJuly 3, 1917.

Original application filed February 5, 1913, Serial No. 746,285. Divided and this application filed March 16,

1914. Serial No. 824,938.

To cZZ whom it may concern:

Be it known that 1, JAMES T. THOMPSON, a citizenof the United States, and a resident of Chicago, in the county of Cook and State of lllinois,-have:invented certain new and useful Improvements in Train Controls and Signal Systems; and I do hereby declare that th following is a clear, full, and exact description thereof, reference being had to the accompanying drawings, and the charactors of reference marked thereon, which form part of the specification.

This invention relates to a'system of electrical signal or control for railway trains, constructed andarranged by the use of suitable electrical circuits on the track and 1000- motive or train to indicateto the engineer, as by a suitable signal in the cab, when the train is on an unsafe or prohibited block or part of the track, or to arrest or modify the movement ofthe train at such time. Y

An object of the invention is to provide, in a system of this character, means whereby a sighal is given to the engineer upon the entrance into a prohibited block, and thereafter, if the signal be ignored, the train control apparatus is brought into action to either arrest the train or to slow its speed within the limits of safety. I

A. furtherfobject of the invention is to provide on the train or locomotive means for changing the relative relation of the signal and train controlling devices with respect to the means on the track for bringing the same into operation in proper sequence, so as tothereby enable a train equipnicnt to operate as a shuttle train on a single track so as to bring the signal mechanism into operation at all times in advance of the train stopping mechanism. 1

A still'furtherobject of the invention is to provide means to indicate the speed of the train, and also to control or modify the speed of the train during a prescribed in termediute speed of the train.

Other objects of the invention are toimprove and simplify the construction and operation of signal or control systems of this clniu'acter, and the invention consists in the combination and arrangement of the parts hereinafterdescribed and more par-. ticularly pointed out in the appended claims.

In the drawings a- Figure l-isa diagrammatic view showing the electric circuits on the track and train for controlling the signaling and controlling mechanism.

Fi 2 is a detail illustrating a protective device for the loop which bridges around the insulating sections of the track.

Fig. 3 illustrates a reversing switch mechanlsm embracing part of my improved constructlon.

Fig. i is a sectional view thereof on the line li of Fig. 6.

Fig. 5 is a sectional of Fig. 6.

Fig. 6 is a fragmentary detail illustrating the gear elements and terminals of the reversing switch.

Fig. 7 is a detail of a binding post and terminal of said reversing switch.

Fig. 8 is a detail illustrating the speedometer controlling device.

As shown in the drawings, and referring more especially to Fig. 1, 10 designates an automatically act-Liable valve device adapted to be arranged between the engineers manually operable independent and automatic valves in the manner shown in my pending application for U. S. Letters Patent, Serial No. 746,285, filed February 5th, 1913, of which this application is a division.

lhe valve 10 is locked in its normal, inoperative position by means of a locking lever 67 (Fig. 1) shown as of general L-shape pivoted at 68 to swing with its lower heel portion toward and from the valve 10 and operates against the piston rod 69 of the valve device, asset forth in the aforesaid application. The other end of the lever 67 carries an armature which cooperates with the pole piece of an eleetro-magnet 7 3. Said electro-magnet 73 is included in a normally closed circuit, hereinafter to be described. When the magnet 73 is energized the lever 67 is so held as to lock the valve device 10 against movement, but operation of the valve is permitted, in the manner described in the aforesaid prior application, when said magnet is deenergized, as hereinafter de scribed. So far as the present invention is concerned, the valve 10 may be of any desired or known type to control the brake system in a prescribed manner.

The electro-magn'et 73 is included in a circuit which is normally closed through the track rail a. The said circuit alsoincludes a battery or generator 80, one side of which is connected, as by the wire 81 and branches view on the line 55 82, 82 to the axles of the wheels 83, 84. The other side of the battery or generator is connected through the electro-magnet 73 by the wire 85 to the brush or shoe 86 which travels on the track rail a on the side of the track on which the wheels 83, 84 travel. \Vhen said wheels 83, 84: are running on electrically continuous rails, or rails that are bonded together, the battery 80 and the electro-magnet 73 are included in a circuit which is maintained closed through said wheels 83, 8% and brush and the intervening portions of the track rails. The circuit described constitutes a partial train-carried or controlling circuit which is completed through the track rails and which moves with the train; and an interruption of said circuit has the effect to de'e'nergize the magnet '23 and to thereby release the lever 67 and permit the valve 10 to be set in operation for the purpose of suitably controlling the speed of the train.

In Fig. 1 is shown a section of the track, embracing one complete signal block A of a double track arrangement, and the ends of two adjacent blocks, 13, C. The blocks are all equipped with a familiar form of signal: apparatus 1n which is employed at or near the far end of each block a battery 90 that is bridged across the track rails J continuity of the regular track rails of each block. In order to prevent the insulated rail sections being removed without this fact being electrically indicated in the signal system, I propose to loop the intermediate parts of the bond wires 96 through holes in certain oi the bolts 97 that fasten the fish plates 98 to the insulated and regular track rail sections, as indicated in Figs. 1 and 2. The bond wires 96 are threaded through said openings in the bolts 97 just outside of the nuts98, when then-uts are tightened. T herefore", if an attempt be made to remove an insulated rail section the nuts will part the wire, with the result of opening the norirrally closed circuit of the battery 90 and relay 92, with the same effect as though a train were on the block thus all'ected.

The insulated rail sections 94, are of suchlength and are so related to the dis tances apart of the brush 86 and the wheels 83, Si that, when the locomotive or other part of the train carrying the brush and said wheels is passing over the part of the track containing said insulating rail sections, an insulating joint between the rail sections,- or

four-point terminal 01; a switch 102.

between one of them and the regular track rails, will be between said shoe and one of the wheels 83, 84:, so that if, at this time, the said rail sections are electrically disconnected, the normally closed partial train- 7 carried controlling circuit is opened to thereby deenergize the magnet 73 and permit the automatic valve device to operate. Means are provided to normally electrically connect the insulated rail sections in such a way that the insulating joints between them does not have the effect to open the controlling circuit. As herein shown, this is effected as follows:

The. said insulated rail sections 94, 95 are normally maintained electrically connected through loop part-circuit com-prising wires 100 1.01: that are connected to said rail sections and to the two points of a Said twopoints of the terminal are normally bridged by a bridge piece 103* or contact carried by a pivoted relay armature 104: under the influence of the track relay 92.

,When, therefore, the bridge piece 103 is held up against the two points of the terminal and the wheels 83, 8 4 and the brush are passing over the insulated rail sections, thecircuit will be maintained closed through said closed loop part-circuit, said brush and 0 one of the branches 82 of the wire 81 of one side oi the train-carried controlling circuit.- gized, however, as occurs when a train is in a prohibited block, or by reason of other prescribed operative conditions, the relay armature lever 10 i is swung away from the switch terminal 102', under the action of the spring 105, to break or discontinue the loop part-circuit of the insulated rail sections.

As a further improvement, I provide in the cab of the locomotive or other part of the train a signal device, such as an electric lamp 110 or the bell 111, or both, which signal device or devices are adapted to be actuated to give a visual or audible signal to the engineer just before the portion of the block is reached where the train control or stop ping mechanism is adapted to be set in operation. As herein shown said signal device or devices are controlled by an electrical circuit that is adapted to be closed or opened by the interpositionin the track rail 6 of other insulated rail sections 112, 113 which are located on the track a suitable distance in rear of the insulated rail sections 94, 95, and at the other side of the track. The insulated rail sections 112, 113 are included in a loop part-circuitconnected by the wires H5, 116 to the two" switch points or terminals of the switch 102,- which latter switch points are adapted to be bridged by a bridge piece 117 carried by the swinging armature lever 104. The said signal devices 110, 111

are included in a normally open circuit,

When the track relay 92 is de'enerwhich also includes a battery 120, and terminals 121, 121,-the circuit being normally open at said. latter terminals. Said normally open circuit is controlled by a normally closed circuit which includes also said battery 120, and an electro-magnet 123 and wires 124, 125 which-connect the. opposite sides of the battery with a shoe or brush 126, and one of the wheels 127 of the locomotive or other part of the train that travels on the track rail 6. When, therefore, the wheel 127 and the shoe 126 travel across a joint between the insulated rail sections 112, 113 at a time when the looppart-circuit is open at the switch 102, the said normally closed signal control circuit is opened and allows the armature 130, normally held up by the magnet 123, to drop away from said magnet either by spring or gravitv and to bridge across the terminals 121, 121 to thereby close the normally open signal circuit and to either light the lamp or sound the bell, or both.

The insulated rail sections 112, 113 which control the signaling mechanism described are placed in each block a distance in advance of the rail sections 94, 95 which control the train stopping mechanism, so as to thereby give the engineer warning in advance of the approach of the train to the prohibited block of danger or caution conditions in the block ahead. Therefore, upon receiving said danger signal the engineer may take control or the train through the usual mechanism provided for stoppingit or for slowing the train. If however, the signalis not observed, or is ignored, the passage of the train across the open insulated rail sections 94, 95 automatically sets the train stopping mechanism in operation to modify or arrest the movement of the train.

In order to avoid the contingency of short circuiting the control circuitsof the magnets 73 and 123, I may provide said circuits w th resistance coils 135, 136 located at the brushes 86 and 126, and provide the circuits of the magnets 73, 123 with fuses 137 and 138, respectively. Thus, in case either controlling circuit is short circuited between said resistances and fuses the overload on the fuses'will open the circuits without injury to the magnets and conductor wires, and with the same results as to the signaling or stopping function thereof as though the circuits were opened under the usual or predetermined conditions.

140 designates a speedometer located in the motor cab, and is adapted to be operated from the traction wheels of the locomotive in the manner set forth in my aforesaid prior application. The indicatlng hand 145 of the speedometer is provided w1th a contact member 146, (Fig. 8) hav ng platinum points, adapted to pass in wiping contact over terminal plates 147, 148 which are connected to wires 149, 150 included in a branch circuit bridged across the main controlling circuit of the stopping device. The said branch circuit is normally open between the terminals 147, 148, the contact member 146 lying, when the indicating hand 145 is at its zero point, over the terminal 148. After the hand has moved outwardly away from its zero position a prescribed dis tance to indicate the speed of the train, the

said contact member 146 bridges between the terminal plates 147, 148 so as to close the battery through the said contact plates. The branch circuit thus established includes the magnet 73 and battery 80 and, therefore, maintains a closed circuit through the magnet to hold up the-armature lever 67. At this time the controlling circuit is not affected by a break in the circuit between the brush 86 and the contact wheels 83, 84. The branch circuit is thus closed when the indicating hand of the speedometer inclicates a moderate speed at which the engineer may safely handle the train under discretionary caution. For instance, the bridge plate may bridge the terminals during the time the indicating hand indicates the speed of froma fraction of a mile per hour to six or eight miles per hour. After the indicating hand passes a point on the dial which indicates the selected maximum speed of the train under non-automatic control conditions, the spring terminal passes out of contact with the terminal plate 148 and switches the branch circuit out of commission and the controlling circuit into commission In connection with a system embracing a 2 signal mechanism to be set in operation in advance of the actuation of the train control mechanism under like or equivalent conditions as herein set forth, it becomes desirable, when a shuttle train is backing up in the direction of traffic, to reverse the electrical circuits which control the signal and control mechanisms in such a way that the insulated rail sections which control the train stopping device, when the train is running in one direction, shall control the signal device when the train is backing in the direction of trafiic, and to likewise change the sequence of operation of the control mechanism.

I have herein shown one form of mechanism for automatically effecting this result, which is controlled from the movement of one of the axles of the locomotive or train, but it will be understood that the said embodiment is merely illustrative rather than restrictive.

As best shown in Figs. 3, 4, 5, 6, and 7,

160 designates a flexible shaft which is connected by gears 161, 162 to the aXle 163, of one of the locomotive or train wheels. Said shaft 160 carries at its upper end a beveled gear 165 mounted in suitable bearings 16'5" carried by a plate 166. Said beveled gear 165 meshes with a beveled gear 168' fixed to a shaft 169 mounted also in said plate 166-. Said shaft 169 carries a pinion 170. 172 designates a disk arranged parallel to the plate 166' and .said disk carries switch terminals adapted to reverse the train stopping and signal control circuits. Said plate 166 carries a stud 173 on which said disk 17 2 is rotatively mounted. The disk is provided around a portion of its periphery with a series of teeth 175 adapted to mesh with the teeth of the pinion 170. Saidseries" of teeth extend about halfway aroundthe disk. The pinion 170 is rotated continuously in one or the other direction, it being rotated continuously one direction when the train is proceeding ahead and being reversed and rotated in the other direction when the train is running backwardly in the direction of traific. I

The rotation of the toothed disk 172 is arrested bya stop lug 176 extending inwardly from the plate 166 and adapted to engage shoulders 177 at the ends of the series of teeth 175,- asindicated in Fig. 6, when the pinion has rotated the disk to bring one of the shoulders 177 against the stop lug 17 6; The said disk will be prevented from returning as long as the pinion is rotated in the same direction as when moving the disk to the latter position. lIVhen, however, the direction of rotation of the pinion is reversed, the teeth of the pinion take up the teeth of the disk and rotate the disk a half rotation in the other direction until arrested by engagement of its other shoulder 177 with the stop lug 176. In order that the teeth of the disk will reliably' engage the said pinion upon the reversal of the rotation of the latter, the said step lug is provided at its opposite sides with springs 17 9 which act, with a moderate force, to tend to force the shoulders of the disk away therefrom so as to keep the teeth of the disk at the end of the series in position to engage the pinion upon the reversal of the rotation of the latter. The operating shaft 160 will be driven at a moderate speed, so that the pinion 170' will rotate slowly.

The switch connection which I have herein shown for reversing the circuit, and which is controlled by the devices last described, is made as follows The disk 17 2 is provided on its outer face with two pairs of are shaped terminals 182, 183, 184,- 185 arranged concentric to the axis 'of the disk, with the terminals 182, 183

formed on equal radii, and with the terminals 1 84;, 185 formed on shorter, common radii. 186, 1 87 designate binding posts which extend through the disk- 172and are attached respectively to the terminals 182, 184 on the disk for connection with the wires of the controlling circuit for the train st0pping device. These terminals 182, 1 84; are adapted for wiping engagement with curved terminals 190 attached to binding posts 191, 192 carried by the plate 166' and adapted for connection to a pair of wires connected to one set of the track engaging contacts. The terminals 183, 185 of the disk are likewise connected to binding posts 19%, 195, included in the controlling circuit for the signal mechanism, and said terminals are. adapted for wiping engagement with terminal plates of the binding posts 196 197 adapted for connection to the other pair of wires connected to the other set of track engaging contacts. It will thus be evident that when the disk 17 2 is turned a half rotation it will disconnect one set of contact wheels and brushes from one of the automatically con trolled mechanisms and connect the other mechanism thereto and viceversa.

I claim as my invention 1* 1. The combination with a signal and a controlling. mechanism for railway trains and separate electrical circuits for said mechanisms having contact devices adapted to travel on the track rails, of switch means between said mechanisms and the contact devices for alternately connecting the contact devices to said mechanisms embracing an axle driven gear, a shaft driven thereby, a pinion on the shaft and a switch device geared to and actuated by said pinion.

2. The combination with a signal and controlling mechanism for railway trains and separate circuits for each mechanism having contact device's adapted to travel on the rolling stock supporting rails, of means between said mechanisms and the contact devices for alternately connecting the eontact devices to said mechanisms, comprising a gear fixed to one of the train axles and continuously rotative in the direction of movement of the train, a shaft fixed to the I gear, a pinion fixed to said shaft and a rotative switch geared to and actuated by said pinion.

3. The combination with a signal and a controlling mechanism for railway trains and separate circuits for each mechanism, each having independent means for opening and closing said circuits, of switch means in said circuits for alternately connecting the circuits to said mechanisms, comprising a rotative and a fixed switch member, the rotative member being provided with a segmental series of teeth of a length less than the circumference of said member and a pinion meshing with said series of teeth and having means controlled by the direc tion of movement of the train to alternately rotate the same in opposite directions.

4c. The combination with a signal and a controlling mechanism for vrailway trains and separate circuits for each mechanism having means for opening and closing the circuits, of switch means in said circuits for alternately connecting the circuits with said mechanisms comprising a rotative and a fixed switch member, the rotative member being provided with a segmental series of teeth and a pinion meshing with said teeth, with means to alternately rotate it in opposite directions, and a stop adapted to engage shoulders at the ends of said series of teeth to limit the throw of said switch in both directions.

' 5. The combination with a signal and a controlling mechanism for railway trains and separate circuits for each. mechanism having means for opening and closing the circuits, of switch means in said circuits for alternately connecting the circuits with said mechanisms comprising a ,rotative and a fixed switch member, the rotative member being provided with a segmental series of teeth and a pinion meshing with said teeth, with means to alternately rotate it in opposite directions, and a stop adapted to engage shoulders at the ends of said series of teeth to limit the throw of said switch in both directions, embracing yielding means to urge the teeth at the ends of the segmental series into engagement with the teeth of the pinion pon reversal of rotation of said pinion.

6. A signal and control device for railway trains comprising, in combination with a brake equipment, means for actuating the same, a signal device, means for actuating the latter, separate electrical circuits for controlling the said actuating means, both provided with contact devices, circuit con trolling means to cooperate with said contact devices, the circuit controlling means for the signal equipment actuating means" being located at the track a distance in advance of the brake equipment circuit controlling means and switch means connected to and positively actuated by one of the train axles comprising a gear positively driven by the train in both directions of movement of the train, pinion positively driven thereby, and a rotative switch associated with said circuits positively driven by said pinion.

7. A signal and control system for railway trains comprising, in combination with a brake equipment, means for actuating the same, a signal device, means for actuating the latter, separate electrical circuits for controlling the said actuating means, both provided with contact devices, circuit controlling means to cooperate with said contact devices, the circuit controlling means for the signal equipment actuating means being located in the track a distance in ad vance of the brake equipment circuit controlling means, a switch for switching the track engaging contacts from one to the other of the controlling circuits of the brake and signal equipments, and gearing for connecting the switch to one of the train axles by which to operate the switch.

8. A signal and control system for railway trains comprising, in combination with a brake equipment, means for actuating the same, a signal device, means for actuating the latter, separate electrical circuits for controlling the said actuating means, both provided with contact devices, circuit controlling means to cooperate with the said contact devices, the signal controlling means for the signal equipment actuating means being located in the track a distance in advance of the brake equipment circuit controlling means, a switch for switching the track engaging contacts from one to the other of the controlling circuits of the brake and signal equipments, said switch having a total throw of half a rotation, means for rotating the switch in opposite directions comprising a shaft geared to the switch, and means for driving the shaft from one of the train axles.

9. In a train control or signal system, a control or signal apparatus carried by the train, a controlling circuit therefor embracing a battery and provided with contacts which travel on the track rails, insulated rail sections in the track rail, with a loop part-circuit for connecting them, having means to open and close the loop part-circuit, and a bond wire connecting the regu lar track rails at the sides of the insulated rail sections, the intermediate part of the bond wire being threaded through the bolts by which the fish plates are attached to the insulated rail sections and exterior to the nuts of said bolts.

In testimony, that I claim the foregoing as my invention I ailix my signature in the presence of two witnesses, this 27th day of February, 1914.

JAMES T. THOMPSON.

WVitnesses:

G. E. DOWLE, W. L. HALL.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

